1S2.5.I- 

Bair- 


Baltimore  auodOhio 
Railroad* 


VI 


.ales  and.  instraotioDS 
tort  be  govern  rpaijt  of 
trackmen. 


Ski 


♦ 


Digitized  by  the  Internet  Archive 
in  2016 


r 


https://archive.org/details/rulesinstructionOObalt 


UBrtAKt 
Of  fHfc 

UNiVEKSIHr  Of  ILUNUI5 


RULES  AND  INSTRUCTIONS 

FOR  THE 

Government  of  Trackmen 

ON  THE 

B.  & 0.  R.  R. 


Submitted  by  Committee  on  M.  of  W.  .Standards: 

W.  A.  PRATT,  Div.  Eng.  M.  of  W. 

B.  T.  FENDALL,  “ 

J.  A.  SPJELMANN, 


approved: 

J.  T.  ODELL, 

General  Manager. 


BALTIMORE,  Md,  Sept,  ist,  1891, 


PRESS  OF 

GUGGEN HEIMER,  WEIL  & CO. 
BALTIMORE,  MD. 


t m 1 5 1915 


u. 


RULES  AND  INSTRUCTIONS 

FOR  THE 

GOVERNMENT  OF  TRACKMEN. 


FOR  TRACK  FOREMEN. 


Road-bed  and  Baeeast. 

Purpose  1*  The  object  of  the  ballast  is  to  secure  a 
of  ballast.  bear;ng  for  the  cross  ties  and  hold  them 

in  position;  to  distribute  the  train  load  over 
a large  surface;  to  carry  off  water  during 
rains;  to  prevent,  as  far  as  possible,  the 
freezing  of  the  road-bed,  and  to  give  elas- 
ticity to  the  track. 

Material.  2.  The  material  in  all  cases  must  be  stone, 
gravel  or  furnace  slag,  clear  and  hard,  so  as 
not  to  pack  in  a solid  mass  and  thus  prevent 
the  passage  of  water  from  the  track.  Ash- 
pan  cinder  may  be  used  on  branches  where 
other  material  cannot  be  obtained. 

size  of  3.  Stone  or  rock  ballast  must  be  broken 
rock  bai- evenly  in  pieces  that  will  pass  through  a two 
and  one-half  inch  ring.  There  must  be  a 
uniform  depth  of  at  least  twelve  inches  of 
broken  stone  under  the  ties,  and  the  .space 
between  the  ties  must  be  filled  level  with, 
but  not  above,  the  tops  of  the  ties.  From 
the  end  of  the  ties  the  ballast  must  be  sloped 
evenly  to  the  subgrade. 

Gravel  4.  Gravel  ballast  must  be  clean  and  placed 
ballast.  to  same  uniform  depth  under  the  ties  as 


4 


stone  ballast.  The  filling  between  the  ties 
must  be  the  same  as  prescribed  for  rock  bal- 
last, except  that  the  sloping  to  subgrade 
should  commence  at  the  rail  instead  of  at 
the  end  of  the  tie. 


Of  baUasCtSS  5‘  Where  the  ballast  is  very  thin,  or  where 
there  is  none  at  alb  the  filling  should  be  two 
inches  above  the  ties  at  the  center  of  the 
track,  sloping  uniformly  to  one  inch  below 
the  bottom  at  the  ends  of  the  cross-ties,  and 
thence  out  to  the  bottom  of  ditch.  An  inch 
space  must  be  left  under  the  rails  for  the 
passage  of  water  from  the  tracks. 

Prepara-  6.  Before  ballast  is  distributed  the  sub- 
tionofsub-  M . , 

grade.  grade  must  be  prepared  in  accordance  with 

the  standard  diagram,  and  the  banks  widened 

so  that  the  ballast  will  not  be  wasted  or 

washed  away. 

Filling  7.  Between  main  track  and  sidings,  large 
main  track  coarse  stone  must  be  placed  at  the  bottom, 
nigs.  81  f"  but  not  at  the  ends  of  the  cross-ties. 

Raising  8.  In  raising  the  track  the  tamp  must  be 
used  on  each  tie  from  a point  one  foot  on 
each  side  of  the  rail  and  ballast  simply  shov- 
eled in  at  middle.  Special  attention  must  be 
given  that  the  tie  is  tamped  directly  under 
the  rail,  which,  because  it  is  a difficult  point 
to  reach,  is  apt  to  be  neglected  by  the  men. 
Tamp  all  ties  as  evenly  as  possible,  and 
always  tamp  the  joint  ties  last. 

Track  9.  In  using  track  jacks  they  must  always 
be  set  on  the  outside  of  the  rail.  Serious 
accidents  have  resulted  from  trains  striking 
them  when  set  on  the  inside  of  rail,  and  no 
excuse  will  be  accepted  for  this  practice, 
ltoiid  10.  Road  crossing  planks,  where  used, 
planks.1  nfir  must  be  securely  spiked.  The  planking 


5 


should  be  half  of  an  inch  below  the  top  of 
the  rail,  and  two  and  one-half  inches  from 
the  gauge  line.  The  ends  and  inside  edges 
of  planks  should  be  bevelled. 

Ditching. 

Confor-  11.  Embankments  and  ditches  must,  as 
standard,0  rapidly  as  possible,  be  brought  to  the  desig- 
nated standards.  Where  the  standard  can- 
not be  attained,  owing  to  a scarcity  of  earth 
or  the  narrowness  of  cuts,  the  banks  and 
ditches  must  conform  to  the  standard  pattern 
as  far  as  practicable,  and  all  work  should  be 
performed  with  a view  to  ultimately  reaching 
the  standard. 

standard  12.  The  standard  widths  of  banks  for  sin- 
bankments  gle  track  is  not  less  than  seventeen  (17)  feet 
on  top,  and  for  double  track  twenty-nine  (29) 
feet,  which  should  be  kept  free  from  grass; 
but  on  the  slopes  the  growth  should  be  en- 
couraged to  prevent  washing. 

Ditches.  13.  Where  the  cuts  will  admit  the  cross 
section  of  all  ditches  must  be  made  to  con- 
form to  the  standard  diagram.  The  ditches 
must  be  graded  parallel  with  the  rails  so  as 
to  pass  water  freely  during  the  heaviest  rains 
and  thoroughly  drain  the  road-bed.  The 
outlines  must  be  clearly  defined,  and  all  earth 
taken  from  ditches  or  elsewhere  must,  in  all 
cases,  be  dumped  over  the  bank  and  leveled 
off  to  allow  complete  drainings.  Under  no 
circumstances  must  the  earth  be  so  placed 
that  it  will  be  washed  back  and  obstruct  the 
ditches. 

Cross  14-.  Cross  drains  must  be  put  in  wherever 
drams*  they  are  necessary. 


6 


Prepata-  15.  All  new  ditches  must  be  dug  and  all 
winter.  old  ditches  cleaned  for  the  winter  season  if 
possible  before  the  first  day  of  November. 
Frequently  16.  Ditches,  box  drains  and  culverts  must 

examined. 

be  lrequently  examined  and  cleaned  of  all 
obstructions  to  the  free  passage  of  water. 
Masonry  that  has  been  washed  or  undermined 
must  receive  prompt  attention,  and  serious 
cases  reported  to  the  Supervisor. 

Examina-  17.  Frequent  examinations  should  be  made 
channels  of  all  channels  and  streams  on  each  side  of 
streams,  the  road,  and  all  drift,  brush  and  movable 
obstructions  removed.  This  is  as  essential 
below  the  road  as  above,  as  damage  may  re- 
sult as  much  from  back  water  as  moving 
obstructions. 

Report  of  18.  In  addition  to  the  ordinary  care  be- 

Cul  verts.  J 

stowed  upon  culverts  and  drains,  each  section 
foreman  must  during  the  month  of  October 
make  a special  and  careful  examination  of 
every  culvert  and  drain  in  his  section,  and 
remove  all  brush  and  other  obstructions  to 
the  channel  for  some  distance,  both  above 
and  below,  and  make  a report  of  each  cul- 
vert to  the  Supervisor. 

Cross-Ties. 

Specifica-  19.  All  cross-ties  used  in  the  main  track 
must  conform  strictly  to  the  following  speci- 
fications: Material — sound,  white,  chestnut, 
burr  or  rock  oak,  free  from  wind  shakes, 
length  8^4  feet  on  lines  east  of  Ohio  River, 
and  8 feet  on  lines  west  of  Ohio  River,  with 
the  ends  sawed  square.  Thickness,  7 inches. 
Face  nowhere  less  than  7 inches;  if  split  ties 
are  furnished,  not  less  than  8 inches. 

TnS pec-  20.  Ties  must  be  hewed  to  the  exact  thick- 
ness with  parallel  faces  throughout.  All 


7 


When  to 
put  in  ties. 


Lining 

ties. 


Spacing. 


Spacing 
for  sus- 
pended 
joint. 


bark  must  be  entirely  removed.  Accepted 
ties  must  be  distinctly  marked  “ B.  & 0.M  in 
red.  Special  attention  must  be  given  to  the 
length  of  ties,  and  none  accepted  which  do 
not  conform  to  specifications. 

21.  Cross-ties  should,  as  far  as  possible,  be 
laid  early  in  the  season,  so  that  all  track  work 
in  the  summer  will  be  on  sound  timber.  To 
effect  this  the  section  foreman  must,  during 
the  month  of  September,  determine  by  actual 
count,  and  not  by  estimate,  the  number  of 
cross-ties  he  will  need  on  each  mile  of 
his  section  during  the  ensuing  season  and 
report  to  the  Supervisor,  who  will  make 
requisition  on  the  Division  Engineer. 

22.  The  ends  of  all  cross-ties  must  be  lined 
parallel  with  the  rail  on  the  right-hand  side 
going  west  on  single  track  and  on  the  two 
outside  ends  on  double  track. 

23.  In  all  new  work  not  less  than  sixteen 
ties  must  be  placed  under  each  thirty-foot 
sixty-seven  pound  rail,  spaced  evenly.  Under 
heavier  rail  the  number  may  be  reduced  as 
instructed  by  the  Division  Engineer.  The 
largest  and  best  ties,  if  there  be  any  varia- 
tion in  width,  must  be  placed  at  the  joints, 
and  the  ties  next  to  the  joints  should  be  as 
nearly  as  possible  of  the  same  si/,e.  When 
repairing  old  work  any  previous  improper 
spacing  must  be  corrected  according  to  these 
instructions. 

24.  The  proper  spacing  of  cross-ties  for 
the  suspended  angle  joint  is  ten  inches  in 
clear  between  the  edges  of  the  two  joint  ties, 
and  not  more  than  fourteen  inches  between 
the  edges  of  the  intermediate  ties. 


8 


Spacing  25.  The  proper  spacing  for  the  supported 
for  sup-.  . . . * , _ 

porte  d joint  is  nine  inches  from  the  edge  of  the  joint 
tie  to  either  of  the  shoulder  ties.  The  other 
ties  must  not  be  placed  more  than  fifteen 
inches  apart. 

Laid  26.  All  the  ties  must  be  laid  at  right  angles 

squarely.  1 . , 

to  the  track,  and  no  ties  must  be  placed 
obliquely  to  suit  irregular  joints. 

Adzing  ^7.  Cross-ties  must  never  be  notched;  the 
adz  must  be  used  to  secure  a true  and  uniform 
bearing  for  the  base  of  the  rail. 

Protect-*  28.  To  prevent  foul  joints  at  switches  and 

ina*  switch  . . 

rods.  protect  switch  rods  in  case  oi  derailment,  all 
rods  for  stub  switches  must  be  confined  be- 
tween two  cross-ties  placed  three  inches  apart. 

Removal  29.  Good  serviceable  cross  ties  must  not 
the  trackm  be  removed  from  the  track,  as  economy  de- 
mands that  the  full  value  of  the  timber  be 
secured;  at  the  same  time  sound  judgment 
requires  that  rotten  or  defective  ties  be 
taken  out. 

wooden  30.  Foremen  must  keep  a supply  of  wooden 
spikes*  spikes  in  the  tool  house  and  with  gang,  and 
whenever  a spike  is  drawn  from  a sound  tie 
the  hole  must  invariably  be  plugged. 

Rail  Splices  and  Spikes. 

Handling*  31.  The  distribution  of  rails  must  be  made 
rails'  carefully,  and  rails  must  never  be  unloaded 
while  cars  are  in  motion. 

straighten-  32.  Crooked  or  bent  rails  must  be  carefully 
edgraiis.0k’ straightened  before  they  are  laid  in  the  track. 

Laying  33.  Before  laying  new  rails  all  defective  and 

new  rails.  - . . . . . 

decayed  ties  must  be  removed  and  new  ones 
laid.  The  track  must  be  surfaced  so  the  new 
rail  will  not  be  bent  or  battered,  and  on  all 
straight  lines  the  tops  of  the  rails  must  be 


9 


made  to  strictly  conform  to  the  track  level. 
The  alignment  must  also  be  perfect,  and  no 
imperfections  will  be  permitted. 

Shims.  34.  Iron  shims  and  not  wooden  chips  must 
be  used  in  all  instances  to  separate  the  rails 
at  the  joints  when  laying  track.  When  the 
rails  are  of  uniform  length  the  proper  thick- 
nesses are:  During  the  coldest  weather  five- 
sixteenths  of  an  inch;  during  spring  and  fall, 
one-eighth  of  an  inch.  During  very  warm 
weather  one-sixteentli  of  an  inch.  This  rule 
must  be  carefully  observed. 

Relaying  35.  When  new  rail  displaces  worn  rail  that 

worn  rail.  . . . 

is  sufficiently  good  to  be  used  in  repairs 
again,  it  must  be  used  where  the  same  pat- 
tern of  rail  is  laid,  so  that  each  kind  of  rail 
will  be  together. 

Jointing  36.  When  rails  of  different  patterns  join 

lerent  pat-  each  other  great  care  must  be  taken  to  get 
the  upper  surfaces  and  inside  edges  accurately 
matched  by  using  step-chairs  or  other  de- 
vices. All  rails  joined  to  others  of  different 
punching  must  have  fish  plates  made  to  suit 
the  different  punchings. 

Lowjoints.  37.  The  most  fruitful  source  of  laminations, 
breakage  and  damage  to  rails  is  low  joints, 
and  they  must  not  be  permitted  to  remain  any 
longer  than  the  time  necessary  to  put  them 
up.  As  soon  as  one  is  seen  trackmen  must 
stop  and  raise  it  on  stone,  even  if  it  has  to  be 
hauled  a considerable  distance  on  a push  car. 
A few  minutes  timely  work  of  this  kind  will 
often  save  many  dollars  in  damage  to  rails 
and  rolling  stock. 

Putting  38.  In  putting  up  lowjoints  on  rock,  break 

u p 1 o w , . . 

joints.  the  stone  to  the  proper  si^e,  then  cut  out  and 
cast  away  all  the  dirt  and  mud  under  the  tie 
and  tamp  the  rock  under  firmly  and  well,  until 


10 


Position 
of  joints. 


Splices. 


Spiking*. 


a rock  bed  is  made  for  that  end  of  the  tie. 
Wherever  this  sort  of  work  is  done  the  dirt 
must  not  be  piled  back  over  the  rock,  but  the 
tie  left  open  until  such  time  as  the  point  is 
reached  in  the  regular  course  of  ballasting 
the  section. 

39.  The  joints  of  the  rails,  in  suspended  or 
supported  joints,  must  be  as  nearly  as  practi- 
cable opposite  the  centre  of  the  rail  on  the 
other  line  of  the  same  track;  that  is,  the  track 
must  be  laid  with  broken  joints. 

40.  Splices  must  be  put  on  properly  with 
the  full  number  of  bolts,  nuts  and  nut  locks. 
Nuts  must  be  put  on  with  the  flat  side  put  in 
and  kept  screwed  tight  to  prevent  rattling. 

41.  All  rails  must  be  spiked  full  on  the 
main  track,  four  spikes  to  each  tie,  and  every 
spike  must  be  driven  home  close,  with  a full 
hold  on  the  rail.  The  last  few  blows  should 
be  given  lightly,  so  as  not  to  strain  or  break 
the  head  of  the  spike.  The  outside  spike  of 
one  rail  must  be  opposite  the  outside  spike  of 
the  other  rail,  and  the  inside  spike  of  one  rail 
must  be  opposite  the  inside  spike  of  the  other 
rail.  This  rule  must  be  observed  on  straight 
lines  as  well  as  curves.  On  sidings,  bet  ween 
the  clearance  posts,  only  half  spiking  is  per- 
mitted. Spikes  must  be  driven  perpendicu- 
larly, as  the  under  side  of  the  head  of  the 
spike  is  formed  with  a view  to  driving  it 
straight,  and  no  spiker  must  lean  the  spike 
inward  or  outward  to  suit  the  swing  of  his 
maul.  Neither  must  the  attempt  be  made  to 
draw  rails  to  gauge  with  a spike.  Throw  the 
rail  to  gauge  with  a bar  and  drive  the  spike 
straight. 


11 


Position  42.  Spikes  must  be  driven  in  the  slots  cut 
in  the  angle  splice  bar,  which  causes  the 
splice  to  be  closely  confined  between  the 
spikes. 

Switches  43.  Switches  and  frogs  must  be  kept  well 
and  iioBs.  jjne(j  an(j  free  from  snow  and  ice.  They  must 

work  easily,  have  no  lost  motion,  and  be  sup- 
plied with  latches  and  locks.  All  spring 
frogs  must  have  iron  rail  braces  not  more 
than  two  inches  from  the  fly  rail.  All  switches 
must  be  put  in  with  the  proper  lead  as  shown 
in  the  attached  table,  and  rails  must  be  cut 
when  necessary  to  make  exact  length. 


Table  of  Standard  Switches. 


0> 

,Q 

a 

£ 

i 

bo 

© 

u 

fa 

6 

Tc 

B 

1 

be 

o 

(h 

1 * 

i 

Length  of  Split  i 

Switch. 

Angle  of  Switch. 

bib 

2 

fa 

o 

^ be 

a 

+3 

A 

bp 

a 

u 

m 

1 

“A” 

Distance  on 
Straight  Track  from 
point  of  Frog  to  point 
of  Switch. 

Radius  of  Outside 

Rail. 

1 

53°.087 

7/.C// 

SMI' 

2/.0// 

13.7 

6.80 

2 

28°.04/ 

< « 

4 4 

4 4 

21.2 

29.0 

3 

18*56' 

1 1 

4 4 

44 

28.1 

69.7 

4 

14°.  16' 

lO'.OO" 

2°.23/ 

4 4 

37 

129.5 

5 

11°  26' 

15r.00^ 

1°.35|/ 

44 

51.3 

200.1 

G 

9°.  33' 

t « 

< < 

4 4 

57.8 

295.2 

7 

8P.10/ 

« < 

tt 

4 4 

G4.3 

412.7 

8 

7°.10/ 

i < 

< i 

70.0 

548.0 

9 

6°.217 

< t 

44 

75.7 

708.1 

10 

5°.447 

< < 

4 4 

4 4 

80.8 

885.1 

11 

5°.  12' 

< < 

(t 

4 4 

86.3 

1102.5 

12 

4°. 46' 

“ 

4 4 

4 4 

91.3 

1343.4 

13 

4°.24/ 

< t 

“ 

<4 

96. 1 

1616.9 

14 

4°.C6/ 

** 

4 4 

4 4 

100.4 

1908.2 

1G 

3°.35/ 

< < 

44 

4 4 

109.2 

2653.4 

12 


a — Distance  on  straight  rail  from  point  of  frog  to 


point  of  switch. 
b — Length  of  split  switch. 

5 — Angle  between  switch  rail  and  main  track  rail. 
f — Frog  angle. 

e — Distance  from  point  of  frog  to  point  of  curve. 
d — Distance  from  P.  C.  to  intersection. 

R — Radius  of  outside  rail. 

I — Angle  of  intersection. 

Formula. 

g — (sin f e + sin  S b) 
sin  f + sin  A. 
d 

Tan  % 17 

Co  sin  S (b  + d)  + Co  sin  f (d  + e). 
f-s. 

Co  sin  /,  2 d. 

Cutting  44.  New  steel  rails  must  not  be  cut  or 
st<  ci  slotted  under  any  circumstances.  All-closures 
must  be  made  of  pieces  of  steel  rail,  bore- 
men  must  use  the  drills  to  make  holes  when 
closures  are  made.  No  joint  must  perma- 
nently remain  without  the  full  number  of 
bolts  to  each  joint. 

Guard  45.  Guard  rails  in  main  track  must  be  at 
least  fifteen  feet  long,  placed  not  more  than 


g— Gauge. 

rf— 

R= 

n= 

1= 

c= 


13 


two  inches  from  the  main  rail,  and  must  be 
braced  with  not  less  than  three  braces.  All 
‘‘point  on’  ’ switches  must  have  a guard  rail  not 
less  than  ten  feet  long  placed  on  front  of 
switch  on  side  of  continuous  rail. 

Disposi-  46.  As  rails  are  removed  from  the  track, 

removed?18  place  at  once  all  those  that  are  good  for  future 
use  on  the  north  or  east  side  of  the  track,  and 
all  those  that  are  unserviceable  on  the  south  or 
west  side,  and  as  far  as  practicable  these  piles 
should  be  made  near  mile  posts. 

Gauge  of  47.  The  track  must  be  laid  to  a perfect 
gauge,  four  feet  eight  and  three-quarter 
inches,  on  straight  lines,  and  on  sharp  curves 
the  gauge  may  be  widened  not  to  exceed  four 
feet  nine  inches. 

Deter-  48.  Every  section  foreman,  in  the  absence 

mining  the  . . 

elevation  of  special  instructions,  must  determine  by  the 

of  outer  r . 

rail.  following  rules  the  amount  of  elevation  re- 
quired by  each  and  every  curve  on  his  sec- 
tion, making  a note  of  same  for  future  refer- 
ence and  guidance  and  apply  the  elevation 
determined. 

It  is  a difficult  matter  to  give  one  set  rule 
for  the  elevation  of  the  outer  rail  of  curves 
that  will  suit  under  all  conditions,  hence  the 
strict  letter  of  the  rule  given  cannot  always 
be  followed  and  the  best  results  secured.  As 
for  example,  when  curvature  occurs  on  double 
track  and  on  steep  grades,  the  trains  passing 
in  the  direction  of  the  ascent  will  necessarily 
move  slower  than  if  going  in  the  opposite  di- 
rection on  the  other  track,  hence  the  rule 
that  would  apply  to  the  one  track  would  not 
to  the  other,  for  curves  with  a great  elevation 
offer  at  low  speed  a greater  resistance  than 


14 


those  of  less  elevation  at  same  speed. 
Whereas,  the  alignment  of  both  tracks  being 
the  same  and  the  conditions  exactly  opposite, 
the  rule  for  the  elevation  of  the  outer  rail 
should  be  modified.  Therefore  two  rules  are 
given,  one  applying  to  single  track  lines 
where  trains  move  in  opposite  directions,  and 
for  double  track  on  descending  and  light  as- 
cending grades,  where  trains  always  move 
in  the  same  direction.  In  order  to  determine 
the  elevation  required  by  a curve  it  will  first 
be  necessary  to  ascertain  the  degree  of  cur- 
vature or  radius,  which  can  be  readily  done 
by  stretching  a fifty-foot  line  along  the  inner 
or  gauge  side  of  the  outer  rail  of  the  curve, 
letting  the  line  touch  the  inner  edge  of  the 
rail  at  two  points  exactly  fifty  feet  apart,  and 
be  stretched  straight  and  taut  between  them. 
While  two  men  are  holding  the  line  in  this 
position  the  foreman  will  measure  with  his 
rule  the  distance  from  the  center  x>f  the  line 
to  the  gauge  line  of  the  rail,  which  will  give 
what  is  known  as  the  middle  ordinate  for 
fifty  feet  of  the  curve.  Should  the  curve 
be  on  a single  track  line  or  on  a descend- 
ing or  light  ascending  grade  on  double 
track,  he  will  find  in  the  following  table 
the  ordinate  which  corresponds  nearest  with 
the  distance  measured  by  the  rule,  and  on 
the  same  line  in  the  second  column  of  the 
table  will  be  found  the  proper  elevation  for 
the  curve. 


15 


Table  oe  Ordinates  and  Elevations  eor  Curves 
to  be  Used  on  Single  Track  Lines 

. OR 

Descending  and  Eight  Ascending  Grades  on 
Double  Track. 

Speed  40  Miles  per  Hour  for  Curves  to  5;  over  5,  35  Miles  per  Hour. 


Middle  Ordinate  for  Fifty 
Feet  of  Curve. 

Elevation  of  Outer 
Rail. 

Decree  of  Curve. 

A inch 

1 inch 

1 

t “ 

ii  “ 

a16 

1 

1 

It  6 “ 

U 

1A  “ 

21  “ 

2 

if  “ 

2f  “ 

21 

2 

31  “ 

3 

2 A “ 

Q 1 1 “ 

31 

2f  “ 

4 3 < < 

4T6 

4 

2ft  “ 

4f  “ 

41 

3i  ‘ 

5 

5 

3f  “ 

51  44  ‘ 

51 

3ft  “ 

51  “ 

6 

4J  “ 

5f  “ 

61 

4A  “ 

6 

7 

4ft  “ 

61  “ 

71 

6i  • “ 

61  “ 

8 

P,  9 i( 

°T6 

6f  “ 

81 

51  “ 

7 

9 

61 

71  “ 

91 

ft  9 “ 

71  “ 

10 

Where  the  middle  ordinate  of  a fifty-foot  cord  of 
any  curve  exceeds  6 9-16  inches,  special  instructions 
must  be  obtained  from  the  Division  Engineer  or  Su- 
pervisor to  suit  the  exigencies  of  the  case,  but  in  no 
instance  on  the  main  tracks  must  the  elevation  of  the 
outer  rail  exceed  8£  inches. 

Should  a curve  be  on  a steep  ascending  grade,  on 
double  track,  where  trains  always  move  in  the  same 
direction,  the  elevation  of  the  outer  rail  of  the  curve 
will  be  obtained  by  finding  the  middle  ordinate  for  a 
cord  of  fifty  feet  of  the  curve  as  per  instructions 
previously  given  and  referring  to  the  following  table: 


16 


Table  oe  Ordinates  and  Elevations  for  Curves 
to  be  Used  on  Steep  Ascending  Grades 
on  Double  Track  where  Trains 
always  Move  in  the  Same 
Direction. 


Middle  Ordinate  for  Fifty 
Feet  of  Curve. 

Elevation  of  Outer 
Rail. 

Degree  of  Curve. 

T5g  inch 

T%-  inch 

i 

f “ 

t “ 

i 

1 

1 

h 

15  “ 

■M  6 

1 5 rt 

X1  6 

2 

If  “ 

If  “ 

21 

2 

2 

3 

0 5 “ 

*16 

2i  “ 

31 

2f  “ 

2£  “ 

4 

m “ 

2f  “ 

41 

3J 

3 

5 

3f  “ 

3i  “ 

51 

3ft  “ 

3i  “ 

6 

4i 

4 

61 

A 9 << 

4T6 

4£  “ 

7 

m “ 

4f  “ 

71 

5i 

4f  “ 

8 

5t%  “ 

5 

81 

5f  “ 

5J  “ 

9 

6f 

« “ 

91 

6r9e  “ 

5f  “ 

10 

Note. — The  above  table  must  be  applied  in  determining 
the  elevation  of  the  outer  rail  for  all  curves  on  the  main 
line.  Should  the  schedule  time  of  trains  exceed  forty  miles 
per  hour  the  elevation  must  be  proportionally  increased  on 
instructions  from  the  Division  Engineer  or  Supervisor.  For 
all  yards  and  sidings  use  oue-half  the  elevation  given  above. 

Compound  49.  In  determining  the  degree  of  a curve 
ordinates  should  be  taken  at  several  different 
points,  so  that  any  especially  sharp  or  flat 
places  in  the  curve  (which  should  be  cor- 
rected when  discovered)  do  not  mislead  in 
determining  the  true  elevation  for  the  curve. 
Some  curves  known  as  compound  curves  are 


17 


B egin- 
ning-of  ele 
vation. 


Import- 
a n c e of 
elevation. 


purposely  made  sharper  for  a portion  of  their 
lengths,  and  some  very  long  curves  may 
change  their  degree  several  times  in  tlieir 
entire  length,  but  with  a little  care  this  can 
readily  be  detected  in  taking  the  ordinate  and 
the  proper  elevations  be  applied  to  the  sev- 
eral parts.  At  the  point  where  the  curve 
compounds  it  should  have  the  full  elevation 
of  the  sharper  branch.  Example:  If  a curve 
is  a six  degree  curve  for  a portion  of  its  length 
and  a three  degree  curve  for  \he  remainder, 
the  first  branch,  as  it  is  called,  will  require  an 
elevation  corresponding  to  a six  degree  curve, 
and  the  second  branch  an  elevation  corre- 
sponding to  a three  degree  curve. 

50.  All  curves  must  have  full  elevation  at 
their  ends,  which  elevation  must  be  carried 
uniformly  around  the  curve,  except  in  the 
case  of  a compound  curve,  and  run  down  to 
a level  on  the  stright  lines  at  each  end  as 
soon  as  practicable.  Ordinarily  they  should 
drop  one  inch  to  each  thirty-foot  rail,  but 
where  curves  reverse,  one  directly  to  the 
other,  with  no  straight  line  between  them,  no 
elevation  can  be  given  to  either  until  the 
curves  are  entered;  and  when  the  straight 
line  between  them  is  very  short  it  may  be 
practicable  to  give  the  curves  only  a part  of 
the  elevation  at  their  ends  and  the  balance  as 
soon  as  possible  after  entering  them. 

51.  The  elevation  of  curves  is  one  of  the 
most  important  matters  connected  with  track 
adjustment,  and  should  receive  the  closest 
attention  of  section  foremen,  for  if  neglected, 
besides  endangering  the  trains,  will  result  in 
the  rapid  wear  of  the  rails  and  wheel  flanges 
and  the  great  discomfort  of  passengers. 


18 


braces a * 1 ^races  °f  the  standard  pattern 

must  be  used  on  both  inside  and  outside  rails 
at  centers  and  quarters  on  all  curves  where 
an  elevation  of  seven  inches  of  the  outer  rail 
is  required,  and  at  such  other  places  as  may 
be  found  necessary,  and  then  under  special 
instructions  from  Division  Engineers  and  Su- 
pervisors. 

Keeping-  53.  Keeping  the  track  on  straight  lines, 
track  level  perfectly  level  crosswise,  is  of  great  import- 
ance, and  will  aid  materially  in  preserving 
the  alignment.  Every  section  foreman  should 
be  provided  with  a level  board  for  determin- 
ing this  and  the  elevation  on  curves. 


Hand  and  Push  Cars, 


Care  of  54.  When  hand  or  push  cars  are  not  in 
actual  use  they  must  be  lifted  off  the  track 
and  placed  entirely  clear  of  passing  trains. 
When  not  within  sight  of  the  men  they  must 
be  locked,  and  no  car  shall  be  used  without 
the  knowledge  of  the  section  foreman. 
ingAthaCnd  55.  In  no  case  shall  a hand  car  be  attached 
trains.  1 ° to  a train  in  motion. 

Carrying-  56.  Rails  must  never  be  carried  on  hand 

rails  on  . r 

handcars,  cars  except  m case  of  an  emergency. 

Use  of  57.  Great  care  must  be  exercised  when  it 
foggy wea-  is  necessary  to  use  hand  or  push  cars  during 
night.  1 foggy  weather  or  in  the  night.  Foremen 
must  always  accompany  the  car. 

Use  of  cars  58.  No  car  will  be  run  at  night  or  on  Sun- 
onsunday,  day  except  in  case  of  actual  necessity.  Cars 
must  be  kept  under  lock  and  key,  and  in  no 
case  be  used  for  personal  purposes. 


19 


Tools  and  Supplies. 

^ Responsi-  59.  Foremen  of  all  gangs  will  be  held  re- 
foremen. sponsible  for  all  material  and  tools  placed  in 
their  custody,  and  must  report  promptly  any 
loss  to  their  Supervisor  or  superior  officer. 

Quota  of  60.  The  Supervisor  will  furnish  each  fore- 

toois  and  _ i r 

how^  pro- man  with  a list  or  all  the  tools  necessary  tor 
their  section  or  gang,  and  will  supply  the 
tools  according  to  their  list.  These  tools 
must  always  be  on  hand  and  subject  to  in- 
spection which  may  be  made  at  any  time. 
When  a tool  wears  out  or  is  broken  in  use,  the 
foreman  must  make  requisition  for  a new  one, 
which  may  be  issued  only  upon  the  return  of 
the  old  tool  to  the  Supervisor. 

Security.  61.  Small  tools  and  loose  track  supplies 
must  be  kept  under  cover  and  lock  at  night, 
and  must  be  carried  to  the  work  as  required 
and  returned  each  night  to  the  tool  house. 

Responsi-  62.  Foremen  will  have  the  care  of,  and  be 

loose  prop- responsible  for,  all  loose  property,  such  as 

erty. 

cross-ties,  lumber,  ballast,  scrap,  etc.,  and 
must  take  every  precaution  to  prevent  its 
loss  by  the  elements  or  theft. 

Care  of  63.  All  material,  as  far  as  practicable,  must 
be  kept  locked  or  under  the  eye  of  the  fore- 
man, and  under  no  circumstances  must  tools 
or  materials  belonging  to  the  company  be 
loaned  or  given  to  any  person  whether  em- 
ployed or  not. 

Drawing  64.  All  spikes  must  be  carefully  drawn  with 

spikes  1 — 

the  view  of  using  them  again,  and  no  old  ties 
must  be  thrown  aside  with  spikes  remaining 
in  them.  All  old  spikes  which  cannot  be 
used  again  must  be  collected  and  kept  at  the 
tool  house  for  shipment  as  directed  by  the 
Supervisor. 


20 


Piling-  65.  Mill  rails  should  be  piled  at  side  tracks 

rails.  . . A 

convenient  for  shipment,  iron  and  steel  rails 
being  piled  separately.  Repair  rails  must  be 
likewise  assorted  and  piled  upon  old  ties  or 
other  rough  platform  free  from  the  ground. 

Penstock  66.  At  water  stations  where  the  supply  is 
pits.  Jrx  J 

taken  from  penstocks,  foremen  must  have  fires 
kept  burning  in  the  penstock  pits  when  neces- 
sary, and  take  every  precaution  to  keep  the 
penstocks  free  from  ice  and  in  good  working 
order. 

Assistance  67.  Pumpers  must  not  unnecessarily  call  on 
the  foremen  for  assistance,  but  must  do  all  in 
their  own  power  to  prevent  their  tanks  and 
connections  from  freezing. 

Watching. 

Track  68.  Every  morning  the  foreman  must  send 
a reliable  and  experienced  man  to  walk  over 
such  portion  of  the  section  as  will  not  be  seen 
by  the  foreman  during  the  day.  This  track 
walker  should  carry  a few  bolts,  nut  locks, 
spikes  and  nails  and  a wrench  and  tamp- 
ing pick.  He  must  replace  missing  bolts 
and  nut  locks,  replace  broken  spikes,  examine 
all  joints  and  rails,  raise  low  joints,  look 
for  broken  rails  and  burnt  joint  ties,  examine 
closely  all  frogs,  switches  and  switch  locks, 
pick  up  all  spikes,  bolts,  nuts,  etc.,  and  place 
them  where  the  foreman  can  get  them.  Watch 
for  and  extinguish  fires,  replace  fences,  close 
farm  gates,  and  do  anything  and  every  thing 
in  his  power  to  protect  the  road  from  accident 
and  loss,  and  stock  from  wandering  on  the 
tracks. 

Nig-ht  69.  Night  watchmen,  in  addition  to  the 
watchmen.  foreg0jng^  mUst  see  that  all  cars  left  on  sidings 
fully  clear  the  main  track;  that  the  doors  of 


21 


loaded  cars  are  locked;  examine  buildings 
and  other  property  of  the  Company  and  pro- 
tect them  from  fires  and  theft,  and  before 
going  off  duty  notify  the  foreman  of  any  de- 
layed trains  that  have  not  passed,  and  of  any 
other  matters  requiring  his  attention. 

Rains  ana  70.  During  heavy  rains  and  storms  fore- 
stunns.  men  must  take  every  precaution  to  prevent 
accidents;  every  man,  if  necessary,  must  be 
placed  on  duty  and  the  entire  section  watched. 
Torpedoes  and  the  necessary  signals  to  stop 
trains  must  be  distributed,  and  all  culverts 
and  drains  examined  and  all  drift  wood  im- 
mediately removed. 

Bridges.  71.  Bridge  watchmen  must  keep  a supply 
of  water  on  the  bridge  at  close  intervals  and 
follow  every  train,  and  extinguish  any  hot 
cinders  that  may  have  fallen  from  the  engine. 
They  must  keep  the  coping  of  the  abutments 
and  piers  clean,  and  remove  all  combustible 
matter  from  the  vicinity  of  the  bridge;  fre- 
quently examine  the  iron  work  and  timber  of 
the  bridges  and  report  to  the  foreman  any 
decay  or  defect;  observe  the  speed  of  passing 
trains  and  report  to  the  foreman  any  violation 
of  the  rules,  and,  as  far  as  possible,  prevent 
all  persons  except  employees  from  crossing 
the  bridges.  When  not  wholly  occupied 
watching  they  will  attend  to  such  duties  as 
the  foreman  may  direct. 

Accidents. 

Duties  of  72.  In  case  of  accident  to  trains  the  nearest 

track  f(  re- 

men.  section  foreman  must  at  once  take  the  entire 
force  to  the  relief  of  the  train  even  if  it  be 
off  his  own  section.  Train  men  always  send 
to  the  nearest  section  foreman  for  assistance, 


22 


and  section  men  must  respond  at  all  times, 
day  or  night,  to  calls  from  the  conductors  or 
enginemen  of  trains  in  distress.  When  noti- 
fied of  broken  rails  on  adjoining  sections  they 
must  go  at  once  and  make  the  track  safe  for 
the  passage  of  trains. 

Instruc-  73.  When  assisting  a train  delayed  by  an 
accident,  section  foreman  will  act  under  the 
direction  of  the  senior  track  foreman  until  the 
arrival  of  the  conductor  of  the  construction 
train,  the  Supervisor  or  the  Division  Engineer, 
watchmen  74.  In  case  of  wreck,  foremen  must  at  once 
appoint  the  necessary  watchmen  to  prevent 
freight  or  the  Company’s  property  from  being 
stolen,  and  the  watchmen  must  remain  on 
duty  until  relieved  or  the  goods  are  removed. 

Reports.  75.  Foremen  must  report  all  accidents 
occurring  on  their  sections  to  the  Supervisor 
by  telegraph  as  soon  as  possible,  giving 
briefly  and  without  exaggeration  the  nature 
of  the  accident.  The  telegram  must  be  fol- 
lowed by  a full  report  on  the  proper  blank. 
When  serious  accidents  occur,  requiring  a 
collection  of  forces  and  material,  foremen 
must  notify  the  Supervisor  and  the  Division 
Engineer. 

Carcof  76.  When  repairs  have  been  made,  after  an 
accident  has  occurred,  and  the  different  gangs 
are  about  to  separate,  each  foreman  must 
carefully  gather  up  the  tools  of  his  gang,  which 
should  always  have  some  distinguishing  mark. 
Any  foreman  or  laborer  who  conceals  or  takes 
away  a tool  that  belongs  to  another  gang  will 
be  at  once  dismissed  from  the  service. 

Report  of  77.  A prompt  report  must  be  made  to  the 
persons! t0 Supervisor  by  the  foreman  of  any  injury  to 


23 


Fires. 


Stock. 


Definition. 


Responsi- 

bility. 


any  person,  caused  by  the  operation  of  the 
road,  so  the  proper  officer  may  be  notified. 

78.  Foremen  must  report  to  the  Supervisor 
in  writing  all  fires  on  their  sections  occasioned 
by  sparks  from  the  locomotives,  whether 
damage  was  done  to  the  Company  or  private 
parties.  The  report  must  state  the  location, 
the  extent  of  the  damage  and  the  owner’s 
name,  together  with  the  number  of  the  engine 
and  the  train  causing  the  fire. 

79.  When  stock  is  crippled  or  killed  on  his 
section,  the  foreman  must  make  a report  on 
the  proper  form  and  furnish  all  the  informa- 
tion possible  to  obtain.  Any  particulars  not 
asked  for  in  the  report  should  be  mentioned, 
and  the  report  sent  to  the  Supervisor  as  soon 
as  possible  after  the  occurrence. 

Podicing. 

80.  Policing  is  a term  employed  by  railroad 
men  to  express  the  preservation  of  good  order 
along  its  lines,  such  as  cleaning  right  of  way 
of  undergrowth  and  piling  material  in  proper 
shape,  and  in  general,  keeping  the  line  in 
good  order. 

81.  Foremen  are  responsible  for  the  proper 
policing  of  the  sections,  and  they  and  all 
other  employees  must  in  all  cases  be  polite 
and  obliging  to  the  farmers  and  patrons  of  the 
road  along  the  line.  Foremen  must  treat  the 
men  under  them  with  the  consideration  due 
to  men,  and  must  never  use  abusive  or  pro- 
fane language  toward  them.  Laborers  who 
habitually  fail  to  give  satisfaction  .should  be 
discharged  and  others  employed  in  their 
places. 


24 


O 1 (1  ma- 
terial. 


Material, 
track,  etc. 


Right  of 
way. 


Company’s 

houses. 


Briars 
and  under- 
growth. 


82.  All  old  cross-ties  taken  from  the  track 
must  be  gathered  daily,  if  practicable,  and 
piled  or  disposed  of  in  such  a manner  as  may 
be  directed  by  the  Supervisor.  All  other  old 
and  light  material  must  be  carried  to  the  hand 
car  house. 

83.  All  material  dropped  from  engines  and 
cars,  such  as  drawbars,  car  doors,  brakes, 
bolts,  etc.,  belonging  to  the  company,  must 
be  gathered  up  daily  and  taken  to  the  tool 
house  for  shipment  as  directed.  Any  pack- 
age or  articles  of  freight  that  may  fall  from 
trains  must  be  taken  to  the  nearest  station 
agent,  who  will  forward  the  same  to  the  Su- 
perintendent. 

8k  Foremen  must,  if  possible,  make  them- 
selves familiar  with  all  the  boundary  lines 
of  the  Company’s  property  on  their  re- 
spective sections,  and  permit  no  one  to  en- 
croach thereon  without  special  permission. 
They  must  report  in  writing  to  the  Supervisor 
the  name  and  residence  of  any  person  who 
attempts  to  erect  fences  or  buildings,  or  other- 
wise occupy  the  Company’s  grounds. 

85.  Foremen  must  observe  that  occupants 
of  Company’s  houses  keep  them  in  respecta- 
ble repair  and  that  the  grounds  are  kept  neat 
and  free  from  rubbish. 

86.  Briars  and  undergrowth  on  the  right  of 
way  must  be  kept  close  to  the  ground,  except 
where  the  growth  is  a benefit  in  preventing 
slides  and  washes;  all  weeds,  etc.,  which  it  is 
desired  to  destroy  must  be  cut  down  and 
burned  before  seeding  time,  but  great  care 
must  be  taken  that  adjoining  fences  and 
grounds  are  not  injured  by  fires. 


25 


Fires.  87.  Wherever  fires  are  seen  on  the  track  or 
adjoining  grounds  they  must  be  extinguished, 
and  an  effort  made  to  discover  the  cause  of 
the  fire;  if  from  a locomotive  the  number  and 
train  must  be  reported  to  the  Supervisor.  All 
combustible  material  must  be  removed  from 
the  vicinity  of  the  track,  bridges  and  build- 
ings. Farm  and  highway  crossings  must  be 
kept  in  the  best  possible  repair  and  free  from 
obstructions,  and  hand  or  push  cars  must  not 
be  left  unnecessarily  on  such  crossings, 
obstruc-  88.  Foremen  must  watch  closely  all  points 
where  obstructions  to  the  road  are  likely  to 
occur.  The  slope  of  cuts  should  be  exam-, 
ined,  and  any  rocks,  stumps  or  masses  of 
earth  removed  that  are  likely  to  slide  or  fall; 
all  dead  trees  or  unsound  trees  which  are  in. 
danger  of  falling  on  the  tracks  during  high 
winds,  or  which  obstruct  the  view  of  the  track 
or  endanger  the  telegraph  line,  should  be  cut 
down,  and  if  not  on  the  Company’s  grounds 
and  the  owner  should  object,  the  fact  should 
be  reported  to  the  Supervisor  and  instructions 
asked. 

Piling  of  89.  Whenever  wood,  cross-ties,  lumber  or 
along  track  other  material  is  piled  along  the  track,  notice 
must  be  taken  by  section  foremen  that  it  is 
at  least  six  feet  from  the  rail.  If  found  nearer 
it  must  be  at  once  removed  to  the  proper  dis- 
tance. Signal  or  mile  posts  must  not  be 
placed  nearer  the  rail  than  six  feet. 

Telegraph  90.  The  telegraph  poles  must  be  kept  in 
wires.  proper  position,  and  trees  near  the  wires  must 
be  kept  trimmed  to  prevent  the  branches 
touching  the  wires  during  high  winds,  and 
all  vines  growing  up  the  poles  must  be  re- 
moved. 


26 


station  91.  Station  platforms  and  grounds  about 

platforms  . . 

and  stations  must  be  kept  clean  and  m good  order, 

grounds.  t. 

and  immediately  after  snow  storms  switches 
and  platforms  must  be  cleaned. 

Postal  92.  Postal  cranes,  clearance  posts,  whistle 

cranes,  etc,  . . 

boards,  crossing  signs  and  switch  lights  must 
be  kept  in  good  order. 

Speed  of  93.  Foremen  must  report  to  the  Supervisor 

trains.  r . . . , .... 

all  freight  trains  that  pass  at  the  higher  rate 
of  speed  than  the  schedule  permits,  as  well 
as  any  other  carelessness  or  misdemeanor  of 
train  men. 


Construction  Trains. 

Clear  main  94.  Construction  or  ballast  trains  must 
occupy  the  main  track  only  by  special  orders. 
They  must  in  every  case  be  clear  of  the  main 
track  between  7 o’clock  p.  m.  and  6 o’clock 
a.  m.,  and  throughout  the  entire  day  on  Sun- 
day unless  specially  directed  otherwise.  In 
cases  of  emergency,  when  they  cannot  clear 
the  main  track  as  above,  flagmen  must  be 
sent  in  both  directions  to  protect  the  train  until 
orders  can  be  obtained.  They  must  report 
by  telegraph  each  evening,  when  they  are  in 
for  the  night,  and  where  they  wish  to  work 
the  next  day.  After  they  once  report  “ In  ” 
for  the  night  they  must  not  occupy  the  main 
track  again  that  night  without  special  orders 
to  do  so. 

Spend  95.  From  the  first  day  of  December  to  the 
a t ef  efe  - first  day  of  March  they  must  spend  the  night, 
Son^.1  sta’if  possible,  at  a telegraph  station  and  observe 
the  same  rule  during  the  remainder  of  the 


year  when  it  can  be  done  without  losing  time, 
ltespon-  96.  Foremen  of  construction  trains  are  ap- 
foremLol:Pointed  the  Division  Engineer,  and  are 
tion  trains"  responsible  for  the  safety  and  proper  care  of 
their  trains,  and  for  the  good  conduct  of  all 


27 


the  men  employed  therein,  and  for  any  mate- 
rial,  tools  or  supplies  entrusted  to  their  care. 
Orders  of  9 7.  They  must  obey  all  orders  for  the  safe 
patcher.ls  movement  of  their  trains  from  the  Train  Dis- 
patcher and  faithfully  observe  all  the  card 
rules.  They  must  also  make  themselves 
familiar  with  the  rules  and  instructions  issued 
to  track  and  bridge  men,  and  make  themselves 
acquainted  with  all  kinds  of  work  pertaining 
to  the  maintenance  of  road. 

Motive  98.  They  must  report  at  once  in  writing  to 
P°wer*  the  Division  Engineer  whenever  inadequate 
motive  power  or  incompetent  enginemen  are 
furnished  them. 

Delays.  99.  On  Monday  of  each  week  they  must 
send  to  the  Division  Engineer  a written  report 
of  all  delays  experienced  during  the  pre- 
ceding week,  on  account  of  not  receiving 
orders  promptly,  or  from  other  causes. 

Employ-  100.  Whenever  they  experience  delays  at 
force.  ° stations,  either  in  waiting  for  orders  or  from 
other  causes,  they  must  keep  the  entire  force 
employed.  No  time  must  be  wasted,  and  at 
every  point  on  the  road  some  kind  of  work 
will  be  found  to  do.  Whenever  delays  occur 
(and  some  cannot  be  prevented)  the  men 
must  be  put  to  work  cleaning  the  station 
grounds,  weeding,  ditching,  ballasting,  etc. 
Assisting-  101.  Train  foremen  must  remember  that 

track  fore- 
men. they  are  placed  on  the  road  to  assist  the  track 

foremen  and  not  to  embarrass  them,  and 
therefore  the  wishes  of  foremen  should  be 
complied  with  as  much  as  possible  in  the  dis- 
tribution of  material,  as  they  are  supposed  to 
be  the  best  judges  of  where  the  supplies  are 
to  be  placed. 

102.  The  greatest  care  must  be  exercised 
in  unloading  material;  rails  must  never  be 


28 


unloaded  when  cars  are  in  motion,  and  skids 
must  be  used  to  prevent  bending  and  break- 
ing. Cross-ties  must  not  be  thrown  over  the 
bank  or  in  the  ditches  to  obstruct  the  water- 
way, nor  must  any  condemned  or  uninspected 
ties  be  loaded  or  unloaded  without  special 
orders.  Ballast  should  be  unloaded  as  evenly 
as  possible  on  both  sides  of  the  road,  and  so 
distributed  that  no  thin  places  will  be  left  be- 
. tween  the  ends  of  the  successive  train  loads, 
construe”  103.  No  one  but  an  officer  of  the  road  will 
tion trams.  |3e  permitted  to  ride  on  construction  trains. 

Care  of  104.  Foremen  must  not  give  fuel  or 
material  to  any  one  without  an  order  from  the 
Division  Engineer. 

Accidents.  105.  In  cases  of  accidents  to  trains  foremen 
must  render  assistance  as  soon  as  notified  b^T 
the  Train  Dispatcher  or  Division  Superintend- 
ent, and  must  do  everything  in  their  power  to 
secure  the  safe  and  speedy  passage  of  trains. 
They  will  have  full  charge  of  any  wreck  until 
the  arrival  of  the  Supervisor,  Division  Engi- 
neer or  Train  Master. 

Absence  106.  Whenever  it  is  necessary  for  train 
menf  01  e"  foremen  to  leave  their  trains  permission  must 
be  obtained  from  the  Division  Engineer,  and 
under  no  circumstances  must  they  leave  their 
men  without  such  permission.  Such  absence 
must  be  communicated  to  the  Train  Dis- 
patcher, so  that  in  case  of  accident  the  Super- 
visor can  take  the  train  or  make  another  ap- 
pointment. 

Reports.  107.  Train  foremen  must  make  such  reports 
of  labor  and  material  as  may  be  directed  by 
the  Division  Engineer. 


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